JP6204612B2 - Pre-heated electric actuator - Google Patents

Description

  The present invention relates to an electric network of a vehicle having a battery system with a battery separation unit, such as a hybrid vehicle or an electric vehicle, in particular, a method for driving an electric system. With the battery separation unit, the electrical reservoir can be separated from the electrical system at the battery positive and / or battery negative.

  In stationary applications, such as wind power plants, and in mechanisms used for emergency power supplies, and for example, Hybrid-Electric-Vehicle (HEV) or Electric Vehicle (EV) Currently, lithium ion battery systems are mostly used in mobile applications such as: Such battery systems have very high demands on available energy content, charge / discharge efficiency, absence of memory effects, reliability, and in particular lifetime.

  Approximately 100 or more individual battery cells in a hybrid electric vehicle or high voltage main battery of an electric vehicle to meet the demand for a total voltage large enough to power a hybrid electric vehicle or electric vehicle motor Are electrically connected in series or partially in parallel. In that case, battery voltages up to 600 volts can occur.

  This voltage is clearly higher than the acceptable contact voltage for humans. A healthy adult is considered to be in a life-threatening situation from a contact voltage of 50 volts AC voltage or 120 volts DC voltage. In the case of children and livestock, the maximum contact voltage is 25 volts AC voltage or 60 volts DC voltage.

  In addition to avoiding current consumption when the vehicle electrical system is shut down and the vehicle is stopped, in addition to avoiding serious further damage in some situations in the event of an external or internal failure of the electrical energy storage In view of this, and because the rescuer is not exposed to danger after the accident, it is considered that a life-threatening high battery voltage is galvanically separated from the battery pole. For such safe driving, a high-voltage battery system is usually provided with a battery separation unit, which is activated when the high-voltage battery system is driven, and connects itself to the vehicle and consumer devices. The high voltage battery is isolated from the electrical system by stopping the contactor or relay. The battery separation unit usually includes a fuse that functions as a current interrupting device when overloaded in response to today's prior art. Usually, the battery separation unit includes a main contactor incorporated in the battery connection line. Furthermore, the battery isolation unit comprises a precharging circuit including a precharging contactor, usually in series with the charging resistor, and a current sensor. The current sensor is normally a Hall current sensor and a shunt current sensor.

  The main contactor is usually a large and relatively expensive electromechanical switch with good performance. The requirement for this switch is that it must be in a state that can reliably cut off a short circuit current of several thousand amperes. The coils of the main contactor are in a very low impedance state, especially when the temperature is very low, i.e. when the temperature is below -30C. In this case, very large operating currents may flow that a typical electronic driver stage would not be able to communicate at all. Such an operating current will cause destruction of the electronic final stage. The driver stage would have to be designed with more effort due to the low temperature conditions, but the cost is clearly higher.

  U.S. Patent Application Publication No. 2008/0218928 relates to a coil control device for an electromagnetic switch. The coil control device replaces the main component of the analog circuit with the main component of the digital circuit including the pulse width modulation control device with low consumption. This reduces the number of analog components, reduces energy consumption, and generates a constant voltage. This constant voltage is applied to the coil, i.e., the coil reverse current flows at the same time, which reduces the occurrence of errors and damage, and can prevent extensive damage to the circuit.

  US 2013/0009464 relates to a system and method for controlling a battery pack switch. The coil of the switch is controlled via a high power unit.

  A method is proposed for driving an electric circuit of a vehicle, for example a hybrid vehicle or an electric vehicle, in particular an electric system, wherein the vehicle comprises a battery system with a battery separation unit. With the battery separation unit, the electrical energy store can be separated from the electrical system, whether the battery is positive or negative, or can be separated from the electrical system at both battery poles simultaneously. In accordance with the method proposed according to the invention, the coil operating the at least one electromechanical switch is preheated via an electrical energy store. At least one electromechanical switch in this context is a main contactor switch for the battery positive, a precharge contactor switch, and a main contactor switch for the battery negative.

  In the case of pulse width modulation-signal control, the coil is preheated by operating the coil using a portion of the suction pulse width, preferably 10% to 30% of the suction pulse width. That is, a low duty ratio is selected. If a direct current signal is used, the preheating of the coils operating one electromechanical switch is performed according to the ambient temperature, with a heating gradient selected depending on the temperature.

  With the solution proposed according to the invention, preheating as quickly as possible to the coil operating the at least one electromechanical switch can be realized when the electrical system is activated when the temperature is very low. The coil is preheated with an electric current that does not barely close at least one electromechanical switch, also called a contactor. In contrast, if at least one electromechanical switch is to be closed, the coil preheated according to the method proposed according to the invention ensures that the at least one electromechanical switch is closed in any case. Operated by.

  When pulse width modulation-signal control is used, for example, when the temperature is −30 ° C. or lower, the suction pulse width is set so as not to overload the drive stage according to the performance. 10% of the suction pulse width is set. The suction pulse width is understood as the pulse width that activates the coil of at least one electromechanical switch when it is to be closed. As an example of the above part, at a suction pulse width of 10%, the current can rise very high when the coil resistance is small at the above temperature, so the duty ratio in the framework of pulse width modulation in this case corresponds. 1: 9.

  In the method proposed according to the invention, the duty ratio can be increased if the coil operating the at least one electromechanical switch reaches a higher temperature. When the coil temperature is higher and the duty ratio is increased, the same preheating current can be supplied to the coil. The current flowing in this case is limited by a larger coil resistance. However, on the one hand, the last stage is intact, i.e. the last stage can reliably transmit the preheating current, and on the other hand it is always preheated within a range where at least one electromechanical switch is barely closed.

Information about the internal temperature T _I of the battery pack or battery module, when the main battery pack, seen by or battery module controllers by the battery management system. The coil temperature of the coil before operating the electromechanical switch has the following relationship:

T _S = T _I + ΔT
However,
ΔT: temperature rise in the coil,
T _I : Internal temperature of the battery pack,
Obtained from.

According to the above relationship, the coil preheating control sets the coil temperature T _S, for rapid preheating, setting the maximum preheat electric power at least one electromechanical switch is selected so as not to close Is possible.

  In the case of the current final stage IC (integrated circuit), the current discharged by the final stage IC and its temperature are known. This allows such an integrated circuit to automatically control its power loss to a value that is still acceptable, limit it to that value, and bring it as close as possible to the suction duty ratio. . If the duty ratio is below the suction duty ratio, on the one hand, the coil is preheated to the maximum and the preheating time is minimized, and on the other hand, it is ensured that at least one electromechanical switch does not barely close.

  On the other hand, when it is desired that the electromechanical switch whose operating coil has been preheated by the method according to the present invention by pulse width modulation is closed reliably, the suction pulse width is selected accordingly. The The suction pulse width or duty ratio is set to ensure a reliable and rapid closure of at least one electromechanical switch for each coil temperature.

The coil can be heated in the current control corresponding to the preheating by the direct current instead of the signal control subjected to the pulse width modulation. According to this alternative of the method proposed in accordance with the present invention, current control is performed, for example when preheating is started at the battery pack internal temperature T _I = −30 ° C. The coil of one electromechanical switch is heated slowly. On the other hand, the direct current increases as the coil is heated. The slow increase of the current at the beginning is caused by the fact that the load resistance decreases as the final stage power loss during active control drive increases. Thus, the preheating current is slowly increased so that there is time for the coil of at least one electromechanical switch to warm up. For example, if the coil warms up after a preheating time of a few seconds, the current used for preheating is raised to the maximum non-attraction current value, i.e. the preheating current is fixed to that value. Respect preheating start, as the internal temperature T _I of the battery pack or battery module is high, the maximum preheating current to the non-suction values may increase with steeper gradient, in this case, that at least one electromechanical switch is closed Absent. On the contrary, if the closing of the electromechanical switch is required, drawing currents, for example, it is set to I _max, in the I _max, reliable closure of at least one electromechanical switch is guaranteed.

  According to the solution proposed in accordance with the invention, when the electromechanical switch is closed, i.e. when the contact of the contactor is closed, both in the case of operation by pulse width modulation and in the case of operation by direct current. However, there is a possibility that the coil excitation is stopped within a range in which the holding excitation value lower than the initial excitation value is not surely fallen below. This creates the possibility of reducing coil power loss and limiting the coil temperature to an acceptable value and keeping it at that acceptable value. With the solution proposed in accordance with the present invention, the coil temperature of the power contactor, ie electromechanical switch, in the framework of the battery separation unit of the main battery in the drive train of a hybrid or electric vehicle is as fast as possible. A method is proposed in which the power loss limit value that can be controlled by the final stage IC is observed. Either by the pulse width modulation method or by preheating with direct current, to the coil operating the at least one electromechanical switch with electric energy that does not barely close the at least one electromechanical switch when the cold is severe and the outside temperature is low Preheating as fast as possible can be achieved. In contrast, if at least one electromechanical switch is to be closed, the previously preheated coil is actuated by an increased current that reliably closes the contacts of the at least one electromechanical switch. This creates the possibility of optimizing the final stage design in the final stage IC and saving costs.

1 shows a basic view of an electrical energy store with a battery separation unit. FIG. Fig. 2 shows a basic diagram of a contactor coil preheating signal which is operated by pulse width modulation. The basic figure of the preheating to the contactor coil by a direct current signal and current control is shown. 1 shows a schematic diagram of a control circuit with a comparator. 1 shows a first circuit configuration for operating an electromechanical switch. A circuit configuration including a high-side final stage and a low-side final stage is shown.

  FIG. 1 is a basic diagram of an electrical energy store equipped with a battery separation unit.

  A battery separation unit 10 shown in FIG. 1 is connected to a high voltage battery 12. The high voltage battery 12 includes a battery pack or a battery module in which a plurality of battery cells 14 are electrically interconnected. The high voltage battery 12 according to FIG. 1 further includes a service socket 16.

  The battery separation unit 10 denoted by reference numeral 10 includes a battery positive electrode 18 and a battery negative electrode 32. The battery separation unit 10 includes a main contactor 20 for the battery positive electrode 18 in the first battery connection line 42. The main contactor 20 includes an electromechanical switch 24, which is also referred to as a main contactor switch of the battery positive electrode 18, and is operated via the main contactor coil 22. A precharge contactor 26 is connected in parallel to the main contactor 20, and a charge resistor 27 exists in series with the precharge contactor 26. The precharge contactor 26 has a separate precharge contactor coil 28, and the precharge contactor coil 28 operates the precharge contactor switch 25. The precharge contactor 26 exists in parallel with the main contactor 20. The current interruption unit 30 exists in the first battery connection line 42. This current interrupting unit 30 is normally implemented as a fuse and melts when overloaded, i.e., an unacceptably large current.

  A second battery connection line 44 extends from the battery negative electrode 32. A main contactor 34 for the battery negative electrode 32 is accommodated in the battery connection line 44. The electromechanical switch, that is, the main contactor switch 37 for the battery negative electrode 32 is operated by the main contactor coil 36. In the second battery connection line 44, two current sensors 38 and 40 are arranged in series with respect to the main contactor 34 for the battery negative electrode 32. These are a hall current sensor 38 and a shunt current sensor 40 in series with the hall sensor 38 for reasons of redundancy.

  The two battery connection lines 42, 44 where the main contactor 20 or 34 is present extend through the battery isolation unit 10 to the high voltage battery 12. The main contactors 20, 34 and the precharge contactor 26 are electromechanical switches.

  FIG. 2 shows a basic diagram of preheating of the coil operating the contactor by operation with pulse width modulation.

In FIG. 2, the voltage is shown over time. Suction voltage _{U A} is confirmed by the reference numeral 50. The suction pulse width represented by reference numeral 52 is selected here for an outside air temperature of, for example, −30 ° C., but is set correspondingly in the driver stage. The portion 54 corresponds to a portion of 10% of the total suction pulse width 52 in this embodiment. The portion 54 according to FIG. 2 can be selected between 10% and 30%. When the outside air temperature is −30 ° C. and the coil resistance is low, the current may increase greatly, so the duty ratio during operation by pulse width modulation is selected to be very low. When the temperature of the coils 22, 28, 36 shown in FIG. 1 rises, the same preheating power is supplied to the coils 22, 28, 36 that operate the main contactors 20, 34 and the precharge contactor 26. Further, the duty ratio is increased correspondingly. The maximum current that can flow is limited by the higher coil resistance.

From the high voltage information about the internal temperature of the battery pack of the battery 12 shown in FIG. 1, the coil temperature T _S is obtained by the following relationship.

T _S = T _I + ΔT

T _I : Battery pack internal temperature ΔT: Coil temperature rise due to holding current

The temperature difference ΔT is obtained based on the power heated in each main contactor coil 22, 36 and precharge contactor coil 28, which is known to the control microcontroller from the set duty ratio. Yes. Coil preheating control unit sets the coil temperature T _S, therefore, the contacts of the electromechanical switch, i.e. the main contactor switch 37 and pre-charging contacts for the main contactor switch 24 and a battery negative electrode 32 for a battery cathode 18 The maximum possible preheating power can be set for rapid preheating in which the heater switch 25 does not barely close.

  In recent final stage ICs, the microcontroller knows the current and temperature emitted by the final stage IC. Due to the presence of this information, such an integrated circuit automatically controls and limits its power loss as close as possible to the suction duty ratio, i.e. the contact of the electromechanical switch, i.e. the battery. It is possible to approach the duty ratio at which the main contactor switch 24 for the positive electrode 18 and the main contactor switch 37 for the battery negative electrode 32 and the precharge contactor switch 25 are closed. In contrast, if this corresponding electromechanical switch is to be closed by the preheated main contactor coil 22, the preheated main contactor coil 36 and / or the preheated precharged contactor coil 28. Is the last stage IC, and the suction pulse width 52 is set correspondingly. The magnitude of this suction pulse width 52 is the main contact that operates the electromechanical switches, namely the main contactor switch 24 for the battery positive electrode 18 and the main contactor switch 37 for the battery negative electrode 32 and the precharge contactor switch 25. For each temperature of the contactor coil 22 and main contactor coil 36 and precharge contactor coil 28, the main contactor switch 24 for the battery positive 18 and / or the main contactor switch 34 for the battery negative 32 and / or pre- It is set to ensure a safe and quick closing of the charging contactor switch 25.

  After the electromechanical switch is operated, the suction current can be lowered to the holding current, and the holding current is set via the corresponding holding duty ratio. The holding duty ratio is denoted by reference numeral 53 in FIG.

  In the context of FIG. 3, the preheating of the main contactor coil and the precharge contactor coil using a direct current signal will be described in detail.

In the case of preheating controlled by a direct current signal, for example, when preheating is started at the battery pack temperature T _I = −30 ° C., the direct current increases slowly as the heating of the coil proceeds. The slow increase in current results from the smaller load resistance applied as the final stage power loss is greater during active control drive. For this reason, the preheating current I is slowly increased so that there is time for the main contactor coils 22, 36 and precharge contactor coil 28 to warm. For example, after 1 minute, when the main contactor coils 22, 36 and the precharge contactor coil 28 have warmed up, the preheating current I can be raised to a maximum non-attraction current value 58. At that time, the maximum non-attraction current value 58 is smaller than the attracting current I _A, indicated at 56 in FIG. 3. According to FIG. 3, this current is fixed at, for example, 3 amps for the maximum non-attraction current value 58. For example ₌ preheating starting T _{I =} 0 ° C. and T _I - and a 30 ° C., as the internal temperature T _I of the electrical energy storage device is high, for example up to go up to a maximum non-attraction current value 58 of I = 3 amps, the current Rises with a steeper slope. In this example, the suction current I _A is 4 amperes. Various heating gradients 62, 64, 66 for the suction current can be seen in FIG. 3 for battery puncture internal temperatures T _I = 25 ° C., T _I = 0 ° C., T _I = −30 ° C. Reference numeral 60 indicates the preheating time. Different preheating times 68, 70, 72 are obtained for different heating gradients 62, 64, 66 according to different temperatures T _I of the high voltage battery 12. Various preheating time 68, 70, 72, in the graph of FIG. _3, represented by t 1, _{t 2,} and _{t 3.}

  According to the solution proposed in accordance with the invention, an electromechanical switch, i.e. main contactor switch 24 for battery positive electrode 18, main contactor switch 37 for battery negative electrode 32, and / or precharge contactor switch. Preheating is presented to the coil operating 24, and this preheating can be implemented either through operation by pulse width modulation or through direct current control. In both control methods for preheating the main contactor coils 22, 36 and the precharge contactor coil 28, the main contactor coils 22, 36 and the precharge contactor coil of the main battery in the drive train of an electric vehicle or a hybrid vehicle It can be realized that the temperature of 28 rises as quickly as possible, especially when the temperature is very low, in which case the power loss limit value of the ladder circuit used is being followed.

  From FIG. 4, a schematic configuration of the switching control unit of the electromechanical switch by the battery control device can be seen.

  The battery controller 80 schematically described in FIG. 4 coordinates unprocessed tasks with the high voltage battery 12. High voltage battery 12 includes a plurality of individual battery cells 14 interconnected in series circuit 82. The task of the battery controller 80 is to detect battery cell voltage and battery cell temperature, calculate SOC (State of Charge) and SOH (State of Health), and safety functions such as insulation measurement. In realization. Further, the battery control device 80 provides an interface to the vehicle, whether it is a hybrid vehicle (HEV), a plug-in hybrid vehicle (PHEV), or an electric vehicle (EV). Furthermore, the battery control device 80 controls the electromechanical switch already shown in FIG. 1 in the form of a main contactor switch 24 for the battery positive electrode 18 and a main contactor switch 37 for the battery negative electrode 32. . If the high voltage battery 12 is in a safe state and the vehicle requires connection of the high voltage battery 12, after the intermediate circuit 84 shown in FIG. 4 is placed at the same voltage level as the voltage of the high voltage battery 12 Thus, both main contactors 20 or 34 are connected.

It can further be seen from FIG. 4 that the intermediate circuit 84 comprises at least one capacitor 86. The design of the high-side (Low-Side) final stage or the low-side (Low-Side) final stage is usually performed in consideration of the maximum required suction current required to operate the two main contactors 20 or 34. Is called. Since the coil resistance of the main contactor coil 22 or 36 has a minimum value at a low temperature, the magnitude of the high-side final stage or the low-side final stage is determined with respect to the maximum suction current at the low temperature. The increase in attraction current at a low temperature of −40 ° C. is up to 40% with respect to the room temperature. In this case, the main contactor coil 22 or 36 may be used as previously described in connection with FIGS. 1 to 3 in order to be able to use a final stage that cannot carry the required suction current and can be designed to be smaller. Preheated. This means that in the framework of the pulse width modulation method described above, or by heating ramp 62, 64, 66, which are selected depending on the temperature, pre-heating to the main contactor coil 22 and 36 dependent on the ambient temperature (See FIG. 3). The main contactor coils 22, 36 are placed at a predetermined resistance value through the heating control described above. The heating elements necessary for this may be separate and incorporated into the main contactor 20 or 34, or the main contactor coil 22 or 36 itself may be utilized as the heating element. In order to end the defined heating phase and start the suction phase of both main contactors 20 or 34, in particular, the control unit monitors the temperature-dependent resistance value of the main contactor coil 22 or 36. . During the heating phase, the main contactor coil 22 or 36 is powered by a constant current provided by a constant current source 88 (see FIG. 5). The current value transmitted by the constant current source 88 is selected to be lower than the value of the suction current of both contactors 20 or 34.

From FIG. 5, it can be seen that the main contactor coil 22 is preheated via a constant current source 88. The switch 90 is then closed. The current transmitted by the constant current source 88 prevents the main contactor 20 for the battery positive electrode 18 from being securely connected, that is, the current transmitted by the constant current source 88 causes the suction current 56 of the main contactor 20 to be reduced. Selected to be below. The main contactor coil 22 is heated by the power loss caused by the coil resistance. As the temperature of the main contactor coil 22 increases, the coil resistance of the main contactor coil 22 increases. With the main contactor coil 22, a temperature dependent voltage I ₁ · R _{Spool (coil)} can be measured. The voltage dropped by the main contactor coil 22 is compared with the reference voltage 94 by the comparator 92. When the threshold value is exceeded, the switch 90 is opened via the coupling unit 96 connected not only to the output port of the comparator 92 but also to the input port of the trigger 98. Via the coupling unit 96 (gate), trigger signals when the switch 90 is opened or closed are coupled to each other. In order to obtain the preparation time for the heating process, the heating phase can already be initiated by an external triggering event, for example opening the driver's door or unlocking the vehicle. A comparator 92 having a hysteresis function terminates the heating process by applying a low (LOw) level via the coupling unit 96. Low level is in particular an inverted output signal. The suction phase for both main contactors 20 or 34 can be started at this moment.

  FIG. 6 shows a circuit in which a high-side switch 100 and a low-side switch 102 are combined.

FIG. 6 shows that the main contactor coil 22 can be preheated by activating the low side switch 102 and closing the switch 90. If this preheating has been terminated by a corresponding measurement of the coil voltage, the switch 90 is opened again, and the high-side final stage is interposed between the supply voltage + U via the high-side switch 100. Via _B , an attraction current for operating the main contactor coil 22 is transmitted. Reference numerals 104 and 106 indicate signal taps of the high-side switch 100 or the low-side switch 102.

  The constant current source 88 shown in FIG. 6 is configured such that the constant current source 88 can transmit the holding current of the main contactor coil 22 or 36 in addition to the preheating current for the main contactor coil 22 or 36. Can be done. Thus, the constant current source 88 also addresses the provision of a holding current after the end of the attraction phase with the attraction current 56. At that time, the holding current required to hold one of the switches 24, 25, 37 is smaller than the attraction current. The comparator 92 having a hysteresis function and the combining unit 96 can also be realized by a microcontroller, an AD converter, or a comparable analog / digital circuit.

The invention is not limited to the examples described herein and the aspects emphasized in the examples. Rather, the scope indicated by the scope of the claims allows for multiple variations that fall within the framework of the work of those skilled in the art.

Claims (13)

A method for driving an electric system of a vehicle, wherein the vehicle includes a battery system including a battery separation unit (10), and the battery separation unit (10) causes a high voltage battery (12) to be connected to a battery positive electrode. (18) and / or can be separated from the battery negative electrode (32), or can be separated from the electrical system at both battery electrodes (18, 32),
The method comprises the following processing steps:
a) the main contactor coil and / or precharge contactor coil (22, 28, 36) operating at least one electromechanical switch (20, 34) is preheated;
b) In the case of pulse width modulation-signal control, a portion (54) of the suction pulse width (52) is set, the main contactor coil using the portion (54) of the suction pulse width (52) and And / or activation of the precharge contactor coil (22, 28, 36) preheats the main contactor coil and / or the precharge contactor coil (22, 28, 36);
Or
c) In the case of operation with a direct current signal, the main contactor coil and / or the precharging contactor depending on the ambient temperature, with a heating gradient (62, 64, 66) selected depending on the temperature Preheating of the coils (22, 28, 36) is performed.
Method. The temperature T _S of the main contactor coil and / or the precharge contactor coil (22, 28, 36) has the following relationship:

T _S = T _I + ΔT
However,
T _S : the temperature of the main contactor coil and / or the precharge contactor coil (22, 28, 36),
T _I : Internal temperature of the high voltage battery (12),
ΔT: temperature rise due to preheating current,

The method according to claim 1, wherein the method is determined according to:   The power loss of the final stage IC is limited to the maximum allowable power loss, and the duty ratio is such that the main contactor coil and / or the precharge contactor coil (22, 28, 36) is the electromechanical switch (20, 34. The suction duty ratio of the main contactor coil and / or the precharge contactor coil (22, 28, 36) when closing 34) is less than the suction duty ratio of any of claims 1-2 2. The method according to item 1.   3. A method according to claim 1 or 2, characterized in that, according to process step c), after the start of preheating, a direct current I which increases as coil heating proceeds flows.   In accordance with the heating to the main contactor coil and / or the precharge contactor coil (22, 28, 36), the direct current I rises to a maximum non-attraction current value (58) and the direct current I Is kept limited to said maximum non-attraction current value (58). According to the internal temperature _{T I} of the high-voltage battery (12), said heating gradient for the main contactor coil and / or the precharge contactor coil (22, 28, 36) (62, 64, 66) is The method according to claim 1, wherein the method is set. The main contactor coil and / or power loss of the precharge contactor coil (22, 28, 36) is reduced, the main contactor coil and / or the precharge contactor coil (22, 28, The method according to any one of claims 1 to 6, characterized in that the temperature of 36) is kept restricted.   A preheating current and a holding current for heating the main contactor coil and / or the precharge contactor coil (22, 28, 36) are provided by a constant current source (88). The method according to any one of claims 1 to 7. The voltage dropped in the main contactor coil and / or the precharge contactor coil (22, 28, 36) is compared with a reference voltage (94) in a comparator (92), and the comparator (92) 9. A method according to any one of the preceding claims, characterized in that a switch (90) for activating or deactivating a constant current source (88) is operated according to the result of the comparison.   The method according to any one of claims 1 to 9, wherein an electric circuit network of a hybrid vehicle or an electric vehicle is driven. The method according to claim 1, wherein in the case of b) pulse width modulation—signal control, 10% to 30% of the suction pulse width (52) is set.   12. A method according to any one of the preceding claims, for driving a high voltage battery (12) of a hybrid vehicle (HEV), a plug-in hybrid vehicle (PHEV) or an electric vehicle (EV).   The method according to claim 12, for driving a main battery of a hybrid vehicle (HEV), a plug-in hybrid vehicle (PHEV) or an electric vehicle (EV).

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